sdiesel":2gkevd2x said:best educated guess on weight with factory manifolds is just under a 1000 pounds, about 800 is what a fellow who pulls with them guesses.
alot less with custom manifolds.
he say exhaust is 100 pounds Far less
intake 60 front pulley 50 etcLess
40 pound flywheelHoly crap, lots more. Flywheel, clutch, and SAE adapter have to crowd 250# combined
pistons are cast iron , heavy as heck.cast iron insert for top ring, but aluminum slug. Absurdly heavy
all this can be lightened. 10-20 off the crank shouldn't be tough at all.
I will have a HUGE stash of 300 six stuff on the block......
sdiesel":2dcp9g37 said:wow, thanks for the shout!!
very useful info . especially, on exhaust .
the splits urge me to do a twin scroll remote turbo.
very useful thanks agin.
don't stay away too long.
so do u think this will work in a pickup.?
assume a truck like I described earlier.
the bell, clutch, and flywheel I can radically alter if I use a 1000 allison behind this engine.
I'm assuming the mounting pads are on the bell.
do u have a good guess as to weight? am I close at less than 1000?
sdiesel":1wsy1owu said:ok good .
a turbo up top makes every kinda sense.
space may be issue.
I'm going to use a vacuum pump from a 6.9 diesel, as a scavenge pump for crank case evac.
Iwith a pump like that, I wonder if I can pull rerun oil from a turbo bsck into pan.....
Likely it will never happen this way, but it's a worthy wuestion.
considering the stroke of the engine and size/weight of pistons, a vacuum seems a necessary consideration.
sick six used the factory mech. fuel pump to pull from remote turbo and dumped right at the fuel pump by boring a hole in pump casing.
all his stuff is kinda special and his remote turbo build is gorgeous.
I use a vertical stack and low mount air filter like Isuzu cab over.